Internal-combustion engine



A. C. F. SCHULTZ, IR.

INTERNAL COMBUSTIGN ENGINE.l

APPLICATION FILED JUNE 4. 1918.

F! H0114 m A. C. FQSCHULTZ, In.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 1UNE4. 1918.

A1. 9,698 Patented June' I3, 192112.

4 SHEETS-SHEET 2. J3

A. C. F. SCHULTZ, JR.

INTERNAL COMBUSTiON ENGINE.

APPLICATION FlLED JUNE 4,1918.

1,41 9,693. Patented June 13.1922.

4 SHEETS-SHEET 3.

A. C. F. SCHULTZ, 1R.

INTERNAL COMBUSTION ENGINE.

APPRHSATION FILED JUNE 4. i918.

lAlQ. f Patented June 13, 1922.

4 SHEETS-SHEET 4.

PATENT OFFICE.

ALBERT C. F. SCHULTZ, JR., 0F MINNEAPOLIS, MINNESOTA.

INTERNALv-COMBUSTION ENGINE.

Specication of Letters Patent. Patented June 13., 1922.

Application led .Tune 4, 1918. Serial-No. 238,159.

ca, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented new and useful Improvements in Internal-Combustion Engines, of which theV following is a specification.

This invention is deslgned with the principal object in view7 of providing an internal combustion engine of the two cycle type.

wherein a charge is taken in at either end of the cylinder, so that the crank casing is not required to be gas tight.

A further object of the invention resides in the provision of intake and exhaust valves for either end of the cylinder and spark plugs for either end, the valves being tappet type and unseated by appropriate mechanism operatively connected with the engine crank shaft. l

A still further object is the provision of an engine of this character wherein the parts are designed and constructedv with the end in view of making the engine of a character easily assembled and disassembled.

A still further object resides in the provision of unique lubricating means fory the piston.

Still further and other objects appear hereinafter as the invention is set forth in detail.

The invention is described and illustrated in a specific embodiment to which, however, it is notl to be restricted. The actual reductionto practice may suggest certain desirable changes or alterations and the right is reserved to make any changes which do not deviate from the scope of the subjoined (claim.

The same numerals of reference designate the same parts throughout the several figures of the drawings, wherein:

Fig. 1 is a vertical sectional view through the improved engine.

F1g. 2 is a view partly in section and partly in elevation looking at the engine from one side.

Fig. 3 is an elevational view similar to Fig. 2, but looking at the opposite side of the engine.

Fig. 4 is still another side elevational view.

Referring to the drawings, therein is shown a plurality of castings constituting the engine frame. These are the cylinder casting 1, formed with the water jacket 2,

the cross head and crank casing 3, and the cover and base casting 4. The cylinder casting 1, being in two parts detachably connected by` bolts 6 and 6a andabeing attached to the intermediate crank case or cross head casting 3 by means of cap screws 5 as shown,

while bolts 7 secure the cover or base casting 4, to the casting 3.

The cylinder wall at the upper end is closed by a removable plug 8 and this plug 8 is formed with an upstanding stud 9, which passes through a cover member 10, the latter serving as a closure for the water jacketing space 2. This cover 10 is held in place by the cap screws 11, and is formed with a water inlet 12. The stud 9 is threaded on its free end to permit its receiving4 thereon the nut 13,- which screws down the cover 1() on the top thereof. f

The cylinder casting is formed with a charge' inlet 14, and an exhaust outlet 15. The cylinder casting at the terminii at these inlets is formed with valve seats so that valves 17 and 18 which seat thereon may serve as means for opening and closing communication between the interior space 19 of the cylinder and eitherthe inlet or outlet 14 or 15. Above the valve seats the cylinder casting is provided with circular threaded openings in which threaded caps 20 and 21 may be screwed, the former receiving the spark plug 22. The valves 17 and 18 are identical in construction and differ only in that one is an inlet While the other is an exhaust valve. Each is formed with a stem 23 which is slidingly held in its bushingI 24, the latter being inserted in a suitable bore prepared for it in the cylinder casting 1. The bushing 24 extends out of the casting at the bottom and the valve st-em extends beyond the lower end of the bushing, terminating in a foot 25, against which the operating means for the valve engages, this operating means being described hereinafter.

Above the foot 25 the stem carries a hollow collar member 26 which rests upon a pin 27, inserted transversely through the stem and this collar acts as a means against which one end of the spring 28 may lpress to keep the valve normally seated, the remainin end of the spring pressing against the cylinder casting 1.

The two valves 17 and 18 just referred to act as means for admitting explosive charges and exhausting the same from the upper end of the cylinder, and the detachable caps 20 and 21 (provide means for the removal of these valves when such a removal is necessary for grinding-or similar'operations, the openings which the caps close being of greater diameter than the valves.

The cylinder casting is so formed -as to rovide means for the attachment of inlet and exhaust valves at the lower end so that chargesy may be admitted to and exhausted from the lower end to operate against the lower face of the piston as charges admitted at the upper end of the cylinder operate against the upper face 'of the piston. This provision is made -by means of a lateral extension 29 formed with the cylinder casting,

-th'e water jacket 30 being formed in the outer wall of this' extension. By mea-ns of bolts 31, a valve casing and inlet'and exhaust -casting 32, is'attached on-this extension, and

in this latter casting are formed the inlet and outlet 33 and 34l respectively for the lower endof the cylinder. The casting 432 is formed to receive the circular frames 35,

which are shouldered as shown at`36 so that they may bear at their lowerend upon a shoulder portion formed partly in the castyso are secured in place by ring nuts 42. The washers 41 close holes in the casting 32 which holes are of such a diameterthat the frames 35, and withthem valves 37 and 38, may be removed when the ring nuts 42 are detached.. The 'yalve stems 40 at their upper or free ends carry hollow collars 43 retained on the stems by pins 44 and the valves are held normally seated by springs 45. The

valves 3 7 and 38, in the manner of their op.

eration and the manner of being held normally yon their seats, are identical with the valves 17 and 18, being operated by pressure applied to the free ends of their L stems by means presently set forth.

In one'wall of the extension 29, there is attached a spark plug 46, for the ignition of charges admitted into the lower end of the cylinder. y f

Movable longitudinally in the cylinder, there is a piston 47, provided with th'e usual packing rings 48, buthaving a circumferential slot 49, formed lbetween the twopacking rings. This slot is for the purpose of facili- 'tating the circulation oil around the piston while in motion, the oil for this purpose-.being received alternately through the 'parts 50 and 51,'by means later described.

In the intermediate or cross head casting 3, there are formed longitudinal ribs 52 whichvtogether with the adjacent walls of the casting constitute a cross head slide for the guiding of cross head 53, which carries shoes 54, straddling and sldably engaging `the ribs. The cross head 53, is connected to the piston 47 by means of'a piston rod 55, the latter passing sldably through the lower end of the cylinder casting which is equipped with the usual stuing box and its attendant parts 56.

The operation of the piston, of course, imparts Aa reciprocating motion to the Ycross head and that this reciprocating motion may be` converted into a rotary motionthe usual crank shaft 57 is provided, journalled in appropriate bearings 58 formed in the`crank case.

The crank shaft carries the -usual fly wheel 59, for the well known purpose of maintalning' uniformv themotion received from it by the cross head. A connecting rod 6() is attached at one end to the wrist pin 62 of the.

crank shaft and at the other end tothe Wrist pin 61 carried to the cross head. The connecting rod is provided'with a bearing which engages the wrist pin 61 and this bearing is provlded with means for compensation for Wear, being formed in two sections 63 and 64. The section 63 is ixedly mounted in the connecting rod, but the section 64 may be moved toward the wrist( pin so as to increase or' diminish its frictional engagement with the latter and this means for removing the section 64 in the direction mentioned, results from the provision of a diagonally disposed edge 65, against which rests the diagonally disposed edge of a block 66, the latter beingv of less width than that portion of a connecting rod wherein it iscontained and be-4 ing movable transversely with respect tothe connecting rod by means of the adjusting member 67. It isobvious that by turning this adjusting member which is in the form of a screw, the block 66 will be moved towards one side of the connecting rod with the\result that its diagonal edge and the diagonal edge 65, of the bearing 64, will loperate to force this bearing section 64 into closer engagement with the wrist pin than it' had prior'to such moving of the' block 66.

The connecting lrod 60 attaches to the 'wrist pin 62, in much the same wayas -is usual in such constructions, the connecting rod being split across the diameter of the wrist pin bearing, thus providing a suitable member 68, which l-is secured to the main body of the connecting rod 60 by bolts 69'.'

The inlet and exhaust valves are respec-A tively connected with. the crank shaft 1t being the intention to operatethese vaives in iso ` ions 71, positioned on diamterically opposite sides of it. These pinions 71 are carried, one each, on a shaft7'2, which is jou'rnalled in a bearing 73, formed in the crank case and in a bearing supported by standard 74 cai-fled by the crank case. There are, of course, two of these standards 74, and they are positioned one on either side of `the crank shaft and between the crank and that side of the crank case wherein the bearings 73 are formed. Further than the pinion 71, each shaft 72 carries a mitre gear 75. One of these mitre gears serves as the medium for transmitting the motion of the crank shaft to cams which operate the inlet and exhaust valves for the vupper end of the cylinder, this mitre gear 75 just referred to meshes with the mitre gear 76, which is secured on vthe lower end of a vertically disposed shaft 77, the latter being journalled in an appropriate bearing 78 formed in the crank case and carrying at its upper end a' mitre gear 79, which meshes with the mitre gear 80, this latter gear being carried by the cam shaft 81, whose end is journalled in a bearing 82, formed in the crank case and whose other end is journalled in a bearing 83 formed in one wall of the cam casing 84. This cam casing 84 is cast integral with the casting 3, and is provided with a detachable cover 85, so that access may be had to the interior when it is desired to lnspect or operate upon the cams or any of their attendant parts contained within the said casing. The shaft 81 carries the cams 86 and 87 disposed at angular distances of 90O apart, and each of these cams is engaged by cam roll 88 journall'ed in a frame 89, and the latter being formed with a hollow shank 90, which is internally threaded and which is slidably supported in a bearing 91, carried by and suitably aflixed'to the top wall of the crank case which is part of casting 3. A relatively long cap screw 92, screws into the hollow 90, and is locked when once set 1n the desired position by the lock nut 93. The cap screw operatively connected with the cam 86, engages and ralses the foot 25, of the 1nlet valve 17, so that every time the roll 88 encounters the rise of the cam 86, the inlet valve will be operated. The valve 18 isoperated in the same way as the valve 17 but by the cam 87, and since this latter cam is disposed an angular distance with reference to the cam 86, the operation of the valve 18 is accomplished at a specified interval, after the valve 17.

On the opposite side of the crank casing from the cam casing, 84, there is a second cam casing 94, also closed with a detachable cover 95. This casing 94 is also made an integral part of casting 3, and has journalled in yopposite walls the cam shaft 96, on which are carried cams 97 and 98, likewise disposed at an angular distance of 90 from each other. These cams 97 and 98 engage rollers 99 carried in frames 100, reciprocatingly mounted in bearings 101, this construction just detailed being identical with that set out and involving the rollers 88 and this attendant parts. The frames 100, however, are provided with relatively long shanks 102, which rise substantially to the top of the engine and at their extreme ends are provided with threads by means of which they are threadingly attached to thimbles 103, whose upper ends terminate in forked members 1,04. which straddle the end of tappet levers 105, the forks being pivotally engaged with the tappet levers by means of pins 106, which are. securedv by cotter pins 107, washers 108 being interposed between the cotter pins andthe forks. The tappet levers 105 serve as means for unseating the valves 37 and 38, and to that end are rockingly supported on a pin 109 which in turn is supported byl bracket 110 secured by means of cap screws 111 on top of the casting 32. The pin 109 is secured in place in a bracket 110 by.cotter pins 112.

In order that the necessary motion may be imparted to the cams 97 and 98 so-that they may perform their functions the shaft 96 which carries them also carries the mitre gear 113 and this mitre gear is in mesh with a mitre, gear 114 carried at V4the top of a diagonally disposed shaft 115 which isjournalled in the hearing 116 formed in the bot-- tom wall of the cam casing 94. The shaft 115 carries at its remaining end a mitre gear 117 and this mitre gear meshes with a mitre gear 118 carried'fby the second of these .shafts 72..

As the two ports 50 and 51 communicate with a source of oil under pressure, such oil being forced through them from the tank 119, a valve 120 serves to open and' close the port 50 while a similar valve 121 performs the same function for the port 51 so that oil may be admitted into the cylinder from the tank through either of these ports. Both the valves 120 and 121 are operated by means of cross `head 53 and, being spring seated, they are operated by means of tappet levers 122. The two tappet4 levers 122 are identical in construction, both being pivotally mounted on the exterior of the cylinder casting. The operative movement of the one,

however, is .reverse of that of the other.

One of these levers connects by means of a link 123 with a lever 124, the latter being Xed on a pin 125 loosely mounted in one side wall. of cross head casing 3, interior to which its tail portion 126 may be contacted by the cross head when the latter rises so that in such a position of the cross head the valve 120 may be opened. The other tappet lever.

122 is operated by means of' a lever 127 car- I'ied by a pin 128, mounted in the wall of the cross head casting, but inl such a position therein that the lever 129 that it carries may be contacted with by the cross head in the flowermost lposition of the latter so that the link connection 130 with the lever 127' and the second said lever 122 may act as a means Rof unseating lthe valve 121 inthe lowermost t osition of the cross head.

In the operation of the invention it is designed to first intake a charge at one end of the cylinder. Presume the cam to be in such a position that the valve 17 is open and that the piston 47 is descending. A charge will then be drawn into the cylinder. Since the cam 87 leads the cam 86, the valve 18l will ,not be open, on the, following return charge will be compressed. But on the upward stroke ofJ the piston the cam 97 operates to unseat the-valve 37, thereby allowing a charge to be drawn below the under' face of the piston. When the piston has completed its upward stroke, the previously induced charge will be compressed whereupon l itis in condition Afor ignition which is prothe piston since the cam 87 is in a position where it has-unseated the exhaust valve 18. The subsequent downward stroke of the piston then scavenges the cylinder ofthe burned charge below the piston for the cam 98 has opened the valve 38. But this downward stroke of the piston induces a new -charge abovethe latter, since the cam 86 unseats the intake valve 17 to of this new charge. hese cycles of operations are continuously repeated as the engine vis in operation and it is obvious that every other revolution of the fly wheel or eagery other stroke of thepiston rod is the result. of the application of expansive 4 charges on opposite sides of the piston.

ermit the admission` .As the piston reaches its lowermost posi- Vtion the cross head also reaches its lowermost position, thereby operating the valve 121, because of its operative connections.

with the latter, to admit oil from the tank It' is obvious that the thimbles 113 and the.

cap screws or bolts 92 -may be' adjusted to increase or decrease length of the parts with which they are connected, thereby providing means for causing the valves to be opened to a more or less extent depending upon the position of these parts after adjustment.

From the foregoing description and the accompanying drawings it is believed that the construction andI the operation of 'the invention will be reaiily appreciated and 4 further description is therefore omitted.

The invention having been descrlbed what is claimed as new and useful is:

In aninternal combustion engine, a cylin-A der closed atV both ends but provided wlth an inlet and an outlet at each end, a tappet valve closing each inlet and outlet, a piston movable in the cylinder, a crank shaft driven by the piston, spur gears carried by 'the crank shaft, a cross head operatively connecting the piston with the crank shaft, a combined cross head and crank casing housin the cross head andy provided on opposite si es of the crank shaft with cam casing's', v.

cam shafts housed in said cam casings and operatively connected with the inlet and exhaust valves, transverse shafts mounted in the crank casing and provided with .pinion's meshing with the aforesaid spur gears, an

shafts journalled inthe walls of the `cam my signature. 

